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WARNER & PALMER.

Car Coupling. No. 67,468. I Patented Aug. 6, I867.

Witnesses= lnverior 5 AM. PHOTO-LITHQCQNX. (OSBORNE'S PROCESS.)

goiter: giant gstrntgffirri WILLIAM E. WARNER, OF NEWARK, AND MILTON J. PALMER, OF SYRACUSE, NEW YORK,

ASSIGNORS TO THEMSELVES AND ARTHUR HOLMES.

Letters Patent No. 67,468, dated August 6, 1867.

IMPROVED GAR-COUPLING.

TO ALL WHOM IT MAY CONCERN:

Be it known that we, WILLIAM E. WARNER, of Newark, in the county of Wayne, in the State of New York, and MILTGN J. PALMER, of Syracuse, in the county of Onondaga, in said State, have invented a new and useful improvement in Car-Couplings; and we do hereby declare that the following is a full and exact description thereof, reference being bad to the accompanying drawings, and to the letters of reference marked thereon.

The nature of our invention consists of a coupling, so constructed as to lock the cars in connection, when brought in contact for coupling, by its own action, without any other agency whatever. And while it holds the cars securely in connection, while upon the rails, the moment a train or any part of it is thrown from the track, the coupling disconnects and the cars are detached from each other. i

To enable others skilled in the art to make and use our invention, we will proceed to describe its construction and operation.

Figure 1 is a perspective view of the capcf one section in connection with the latch.

Figure 2 is a perspective view of the base of a section, showing the slot for the latch, the position for combining the cap and base of the section, the springs which hold the cap in place, and the stirrup for attaching the coupling to the cars. l

I Figure 3 is a view of the draw-bar or link. I

Figure 4 shows the coupling complete.

Figure 5 presents an inside view of a section cut through the centre from end to end.

To which drawings reference is had.

We construct our car-couplings by the use of any suitable metal, either cast or forged, and of dimensions convenient and necessary for the uses intended. Each section of the coupling is so constructed that the capA, fig. 1, rests upon the base or lower part of the section, shown in fig. 2, the small end of the cap fitting into the rcarend of the biase, which is made in the form of a mortise, with the sides of the mortise and small end of the section on a level with the top of the cap A, which, in front of the mortise, perfectly covers the base. The cap and base are fastened together by a bolt, E, at X, which passes through the cap near the small end and the sides of the mortise, which embrace it. The bolt is held in place by a nut, 1'. Both the screw-head and nut are countersunk to a level with the sides of the section. Set in the mortise at Z, under the end of the cap, is a spring, G, of any material and form, which is attached to the cap A. This spring forces the cap back to its position when lifted by any agency, and at Y is fastened a spring, F, which is extended upon the cap A, which performs the same oilice. We claim the privilege of using one, both, or neither spring, in the construction of our coupling, nor do we confine ourselves to the bolt alone for fastening the cap A to its place, but employ any mode of fastening suited to our purpose. In the lower section is cut the slot I, as ap ears in fig. 2, and into this fits the latch 0, shown in fig. 1. The latch at h is cut out, leaving a tongue, e. (on both sides of the slotIis an incline, b '6, extending to the draw-rest W, and to. near the outer and upper surface of the lower part of the section, and extending back far enough for holding'the head of the draw-bar D, as shown in fig. 2. The lips of the two parts of the section at S S are cut away, giving space for the entrance of the head or hook d of the drawing-bar D, fig. 3. The top of the draw-rest W is rounded slightly, the inside is a trifle dishing, and the rest is fitted so as to receive and hold the head or hook of the draw-bar D in position. The draw'bar D has two heads or hooks (Z d, as shown in fig. 3, and is of such length as to permit the faces or bumpers R R to strike. Either section holds the draw-bar in position, and, when brought in contact with a countcrsection of the coupling, the head of the'bar is received at the lips S S, and, forced by the pressure, it raises the cap A and is forced over the drawrest, and the cap A falling back to its place the coupling is complete.

The cars are disconnected and uncoupled by raising the cap A, by means of any form of lever 01* handle K attached to the cap, and reaching. to any convenient point at the end or side of the car. When the cap A is thus raised the latch G, which isa'permanent part of the cap, is also raised, thereby lifting the head or book of the draw-bar even with the draw-rest W. The draw-bar drops out of the section, the cap and latch fail to their places. The disconnection is completed.

When an engine or car is thrown from the track the depression or elevation-of the engine or car out of position, throws up one end of the draw-rod D in the coupling, which, acting as a lever, lifts the cap A, and the I head of the bar is forced or drawn out, and the engineer car is, thereby disconnected from the train.

The space within the section, for receiving and holding the head of the draw-bar, is so adapted to the size of the head of the bar that it holds the draw-bar in a proper position for coupling, and at the same time affords space for necessary play when the cars are in motion.

The coupling is attached to the car through the stirrup P, fastened to the section at O O, fig. 2, by any suitable means of connection in use.

We do not claim the apparatus used for connecting the coupling to the cars, nor do we claim the coupling now in use, worked by means of a link, with an upright bolt passing through the link inserted into the head of the section.

What we do claim as our invention, and desire to secure by Letters Patent," is- The self-locking car-coupling, constructed and operated substantially as described in the foregoing specifications.

In witness of our said claims we have hereto set our hands this'7th day of January, 1867.

WM. E. WARNER, MILTON J. PALMER. Witnesses:

A. W. POWELL, T. W. THOMPSON. 

